EP0616936B1 - Train articulé - Google Patents

Train articulé Download PDF

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Publication number
EP0616936B1
EP0616936B1 EP94103907A EP94103907A EP0616936B1 EP 0616936 B1 EP0616936 B1 EP 0616936B1 EP 94103907 A EP94103907 A EP 94103907A EP 94103907 A EP94103907 A EP 94103907A EP 0616936 B1 EP0616936 B1 EP 0616936B1
Authority
EP
European Patent Office
Prior art keywords
units
carriage
transport
train according
unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP94103907A
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German (de)
English (en)
Other versions
EP0616936A1 (fr
Inventor
Rudolf Dr. Sommerer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Jenbacher Energiesysteme AG
Original Assignee
Jenbacher Energiesysteme AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Jenbacher Energiesysteme AG filed Critical Jenbacher Energiesysteme AG
Publication of EP0616936A1 publication Critical patent/EP0616936A1/fr
Application granted granted Critical
Publication of EP0616936B1 publication Critical patent/EP0616936B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D1/00—Carriages for ordinary railway passenger traffic
    • B61D1/06—Carriages for ordinary railway passenger traffic with multiple deck arrangement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor
    • B61D17/22—Communication passages between coaches; Adaptation of coach ends therefor flexible, e.g. bellows
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles

Definitions

  • the invention relates to a articulated train with two or more wheeled wagon units, a wheelless transport unit being arranged at least between two wagon units, which is articulated to and supported by the wagon units adjacent on both sides, the transport units being supported on both sides by a ball joint are suspended from the car units.
  • Articulated trains with a small span are already known and include have the advantage that, unlike long single carriages, they hardly cut along the track chord in the curved track and can therefore have a larger overall width.
  • the document WO 91/02674 describes a articulated train with two or more wheeled vehicles, at least between two carriage units a wheelless transport unit is arranged, which is articulated to and supported by the neighboring carriage units, the transport unit being on both sides a ball joint is suspended from the carriage units.
  • the object of the invention is to provide a articulated train of the type mentioned at the outset which, with the same basic concept, can be optimally adapted to different operating and operating conditions and, in particular with a low vehicle weight, can have a high transport capacity.
  • this is achieved in a articulated train of the type mentioned in the introduction in that the ball joint is arranged in the upper region of the transport or carriage units.
  • a articulated train can be built up with an alternating sequence of wheeled wagon units and intermediate, wheelless (ie not standing on the rails) transport units.
  • the preferably two-axle carriage units have, in particular, the drive and other technical units, while the transport units lie essentially passively between the carriage units and on these in the upper carriage body area are hung.
  • the car units advantageously have a center distance of more than four meters.
  • the articulated train concept according to the invention is particularly suitable for the construction of a local train which has a high acceleration capacity at maximum speeds of 140 km / h and above and can therefore be used excellently both at a large stop and at a small stop.
  • FIG. 1 shows exemplary embodiments of units from which the articulated train according to the invention can be constructed
  • FIG. 2 shows a first variant of the articulated train according to the invention
  • FIGS. 3a to 3e show sections along lines AA to EE of FIG 4 shows a second variant of the articulated train according to the invention
  • FIGS. 5a to 5e show sections along lines AA to EE of FIG. 4
  • FIG. 6 shows a third variant of the articulated train according to the invention
  • FIGS. 7a to 7e show sections according to the lines AA to EE of Fig. 6
  • Fig. 8 shows a fourth variant of the articulated train according to the invention
  • Fig. 9a To 9c show sections along lines AA to CC of FIG. 8, FIG.
  • FIG. 10 shows an embodiment of an articulated connection between a carriage unit and a transport unit in a side view
  • FIG. 11 shows a schematic plan view of this articulated connection
  • the Fig 12a, 12b and 12c show parts of a bellows according to the invention for sealing the articulated connection between the transport unit and carriage unit in three different positions.
  • 13 shows a variant of the bellows.
  • a driver's stand 1 to be attached to the end faces of the articulated train is shown. This can be constructed in a plastic composite construction to achieve a low weight.
  • the second column of FIG. 1 shows five different embodiments of electrically driven carriage units, of which the top four have two driven axles and the bottom one has a driven axle.
  • the relatively short carriage units can have their own pantographs 3. Versions with entry doors 4 (preferably pneumatically opening double wing doors) and those without entry doors are conceivable and possible.
  • the uppermost carriage unit shown in column 2 of FIG. 1 is suitable for connecting two double-deck transport units, the variant underneath for connecting a double-deck and a single-deck transport unit and the variants underneath for connecting two single-deck transport units.
  • the variants of the carriage units suitable for connecting two-tier transport units can preferably be at least a part of those in the upper ones Have stairs leading stairs of the transport units.
  • the space underneath the stairs can be used well in the active carriage units for the technical equipment required there, in particular components of the drive, while the transport units then have maximum space available which need not be disturbed by stairs.
  • the carriage units 2 are essentially designed as autonomous driving units which can be coupled to one another via control lines.
  • the structure of the load-bearing car bodies, which generally also include the drive, is advantageously made of a lightweight steel construction, with which the desired strength requirements can be achieved.
  • single-axle bogies are preferably provided, which are set radially in the track curve.
  • the wheelsets of the single-axle chassis are advantageously equipped with a primary suspension made of rubber-elastic material and a secondary suspension that includes an air spring.
  • An articulated train according to the invention can have wagon units with an electric drive or wagon units with a diesel drive, but also both wagon units with an electric drive and with a diesel drive (hybrid drive).
  • load-bearing carriage units 2 are also possible which only have non-driven wheels.
  • An example is shown schematically in column 5 of FIG. 1.
  • Wheeled transport units 5 can now be arranged in a wide variety of combination variants between the wheeled carriage units shown in columns 2, 4 and 5 of FIG. 1, which are each articulated to and supported by the neighboring carriage units.
  • a preferred embodiment is shown at the top in column 3 of FIG. 1. It is a double-deck transport unit for the transportation of people with two superposed floors. This variant advantageously has no doors, which results in a statically stable tube. This in turn allows the use of light materials, in particular an integral aluminum construction combined with a plastic composite construction.
  • the essential technical facilities in particular the drive, are provided in the relatively short carriage units.
  • the transport units are equipped with their own heating and / or ventilation system 6, which is shown in highly schematic form in column 3 of FIG. 1 in the uppermost embodiment.
  • Different transport units can be used between two car units depending on the application and operating conditions and also in the event of changing customer expectations.
  • a transport unit that is suitable for both passenger and freight transport, as shown, for example, in the second place from above in column 3 of FIG. 1.
  • the transport unit 5 shown there is designed like a bridge, wherein the upper closed area of the bridge is designed for the transport of people and goods containers 8 can be fastened below this bridge.
  • Single-tier transport units such as the two variants below in column 3 of FIG. 1, are also conceivable and possible. Such transport units can then also have one or two entry doors 4 per vehicle side.
  • the aluminum integral construction can be combined with an aluminum differential construction.
  • a first embodiment of the articulated train according to the invention is shown in a schematic side view, the articulated train itself being shown in two parts for technical reasons.
  • the articulated train begins on one side with a driver's cab 1, which is followed by a car unit that only has non-driven wheels.
  • This one-story carriage unit 2 is shown in section in FIG. 3e and has two adjacent rows of seats 9.
  • the non-driven wheels are provided with the reference number 10.
  • a one-story transport unit 5 with an entrance door 4 on each side of the vehicle.
  • This transport unit 5 is suspended from the two adjacent carriage units 2 and itself has no wheels.
  • a low entry also allows easy entry with prams and wheelchairs.
  • a large, clear and ventilated boarding area allows a quick exit and entry, especially for short-haul drivers. It is also possible to take bicycles with you.
  • the transport unit 5 is shown in section in FIG. 3d and points in addition to the mentioned entry area 11, two double rows of seats 9.
  • the transport unit 5 is articulated on the two adjacent carriage units 2 and is preferably suspended in a vibration-decoupled manner. This enables a high level of driving comfort.
  • the passage from the transport unit 5 into the adjacent carriage units 2 is easily possible with a large clear width.
  • the one-storey transport unit 5 just described is followed by an electrically driven carriage unit 2 with its own pantograph 3.
  • the driven wheels are given the reference number 12.
  • This carriage unit 2 has an entry door 4 on each side. From the entrance area located behind, steps 13 and 14 lead to the upper and lower floors of the connected double-deck transport unit 5, which is shown in section in FIG. 3c. From this transport unit 5 one can go into the following carriage unit 2 and from there into a second two-story transport unit 5. Overall, it is possible to go through the entire articulated train.
  • a carriage unit with driven wheels 12 and non-driven wheels 10 is provided, which is provided with a driver's cab 1.
  • the section along the line AA of FIG. 2, which is shown in FIG. 3a shows the ascent stairs 13 to the upper floor of the connected transport unit 5 and the passages 15 via which the lower floor of the transport unit 5 can be reached.
  • a toilet facility 16 is shown in the section shown in FIG. 3b along line BB of FIG. 2, a toilet facility 16 is shown.
  • the articulated train concept according to the invention allows the construction of numerous different articulated trains from relatively few different units, as will be explained with the following exemplary embodiments. Conveniently, shorter wheeled car units are combined with longer wheelless transport units in between.
  • the variant of the articulated train according to the invention shown in FIGS. 4 and 5a to 5e differs from the variant of FIG. 2 essentially in that instead of the second double-level transport unit, a single-level transport unit 5 with an entrance door 4 is used.
  • the carriage unit 2 arranged on the second end side is also designed as a pure carriage with non-driven wheels.
  • the variant shown in FIGS. 4 and 5a to 5e is distinguished by a symmetry around the center of the train.
  • the third variant of the articulated train according to the invention shown in FIGS. 6 and 7a to 7e differs from the first variant shown in FIG. 2 essentially in that one of the two double-deck transport units 5 is also designed to transport goods.
  • This transport unit has a bridge-like structure.
  • Seats 9 for the transportation of people are arranged in the upper closed area. This area can be reached via stairs 13 in the two adjacent carriage units 2.
  • Containers 8 for the transportation of goods are arranged below the bridge in the free area.
  • 7a shows a section along the line AA of FIG. 6.
  • the fourth embodiment shown in FIGS. 8 and 9a to 9c has only one-tier transport units and is distinguished by a structure which is symmetrical about the center of the train.
  • the carriage units 2 have no doors; instead, two pneumatically opening double wing doors are provided in the transport units 5 on each train side.
  • the connection between the carriage units 2 and the transport units 5 must be articulated. 10 and 11, an embodiment of such a connection is shown in elevation and in plan.
  • the central element of the connection is a ball joint 17, which is arranged in the upper region of the transport or carriage units 5, 2.
  • This ball joint 17 permits an articulated connection of the transport unit 5 to the carriage unit 2 and at the same time carries the transport unit 5 in the vertical direction.
  • the ball joint 17 is firmly connected to the transport container 5 via a carrier 18.
  • a carrier 19 is provided, which is mounted so as to be longitudinally displaceable in guides 20 and is supported on the carriage body of the carriage unit 2 via a spring 21 or damping elements 22.
  • Support 23 may be provided, but which does not accept vertical loads.
  • This support 23 can have a hydropneumatic actuator 24 and increases the stability while permitting a kinking movement about a horizontal axis between the carriage unit 2 and the transport container 5 (angle ⁇ ).
  • the unit 23 or 24 is not necessary for the basic functioning and therefore does not necessarily have to be provided. It is also not shown in the top view of FIG. 11.
  • FIG. 11 shows a plan view of the connection area between carriage unit 2 and transport unit 5.
  • the carrier 19 cannot be moved in the vertical direction and can be pivoted in a horizontal plane about the axis 25 (angle ⁇ ).
  • a horizontal spring 26 and an attenuator 27 are arranged in the pivoting path. These two elements 26 and 27 engage on the one hand on the carrier 19 and on the other hand on the car body of the car unit 2.
  • a mutual displacement of the carriage unit 2 relative to the transport unit 5 is thus possible in a horizontal plane, as occurs, for example, when driving over switches.
  • the ball-and-socket connection In addition to carrying the transport unit in the vertical direction, the ball-and-socket connection also allows an articulated connection about a vertical axis (angle ⁇ ), so that the carriage unit 2 and the transport unit can be set in a circular arc.
  • This buckling of the link train about a vertical axis can be damped by stabilizing damping members 28.
  • These attenuators can, for example, in the lower area the carriage units 2 or transport units 5 (these attenuators 28 are not shown in FIG. 10 for the sake of clarity).
  • the invention provides a particularly advantageous novel bellows, which is shown in different positions in FIGS. 12a to 12c.
  • the bellows 7 has an interior space which is sealed off from the outside and which is filled with air at a slight excess pressure.
  • the mutually movable parts (in the present case the end wall of the carriage unit 2 and the end wall of the transport unit 5) have a recess 30 which widens on the inside.
  • the inflated bellows extends into the enlarged area 30a (circumferential groove) of the recess 30 and thus holds without further fastening by means of a positive connection.
  • the bellows can already have pre-formed folds and an area which is adapted to the shape of the recess. In the uninflated state, the bellows can then be inserted into the recess or the enlarged areas 30a. After inflation, it fits snugly there and holds on without additional fasteners.

Claims (20)

  1. Train articulé comportant deux ou plusieurs unités formant voiture, munies de roues, une unité de transport (5) dépourvue de roues étant disposée au moins entre deux unités formant voiture (2) en étant reliée de manière articulée à chacune des unités formant voiture (2) qui en sont voisines des deux côtés et en étant portée par ces dernières, les unités de transport (5) étant alors suspendues aux unités formant voiture (2), de chaque côté par l'intermédiaire d'une articulation a rotule (17), caractérisé en ce que l'articulation à rotule (17) est disposée dans la partie supérieure des unités de transport ou des unités formant voiture (2, 5).
  2. Train articulé selon la revendication 1, caractérisé en ce qu'une ou plusieurs unités de transport (5) sont conçues pour le transport de marchandises.
  3. Train articulé selon la revendication 1 ou 2, caractérisé en ce que la structure portante d'une ou de plusieurs unités de transport (5) est constituée d'un métal léger, de préférence d'aluminium, et/ou d'une matière plastique, tandis que les unités formant voiture (2) sont construites, de préférence, en acier.
  4. Train articulé selon la revendication 1 ou 2, caractérisé en ce qu'une ou plusieurs unités de transport (5), munies de préférence de portes d'accès (4), sont réalisées en une construction intégrale en aluminium combinée à une construction différentielle en aluminium, tandis que les unités formant voiture (2) sont construites, de préférence, en acier.
  5. Train articulé selon l'une des revendications 1 à 4, caractérisé en ce que les carrosseries d'une ou de plusieurs unités formant voiture (2) sont réalisées en une construction légère en acier.
  6. Train articulé selon l'une des revendications 1 à 5, caractérisé en ce qu'il comporte aussi bien une unité formant voiture (2) à moteur diesel qu'une unité formant voiture (2) à moteur électrique.
  7. Train articulé selon l'une des revendications 1 à 6, caractérisé en ce que les unités formant voiture (2) sont chacune réalisées essentiellement sous la forme d'unités roulantes autonomes, qui sont accouplées l'une à l'autre par l'intermédiaire de lignes pilotes.
  8. Train articulé selon l'une des revendications 1 à 7, caractérisé en ce qu'au moins une unité formant voiture (2), qui est adaptée en vue du raccordement d'une ou de deux unités de transport à deux étages (5), comporte des escaliers (13, 14) conduisant dans l'étage supérieur et/ou dans l'étage inférieur des unités de transport.
  9. Train articulé selon l'une des revendications 1 à 8, caractérisé en ce que les unités formant voiture (2) comportent des bogies à un essieu, ajustables en direction radiale dans des courbes de voie.
  10. Train articulé selon l'une des revendications 1 à 9, caractérisé en ce que la cabine de conduite (1) est réalisée en une construction composite en matière plastique.
  11. Train articulé selon l'une des revendications 1 à 10, caractérisé en ce que la liaison articulée entre une unité formant voiture (2) et une unité de transport (5) est chargée par un ressort (21) dans la direction longitudinale du train et/ou dans la direction transversale du train.
  12. Train articulé selon la revendication 11, caractérisé en ce que des dispositifs de positionnement et/ou d'amortissement (22), de préférence hydropneumatiques, agissant dans la direction du ressort, sont prévus.
  13. Train articulé selon l'une des revendications 1 à 12, caractérisé en ce que, dans la zone de liaison inférieure des unités de transport et des unités formant voiture, au moins un dispositif d'appui (23), de préférence hydropneumatique, agissant dans la direction longitudinale du train, est disposé entre l'unité de transport (5) et l'unité formant voiture (2).
  14. Train articulé selon l'une des revendications 1 à 13, caractérisé en ce que, entre les unités de transport (5) et les unités formant voiture (2) et latéralement hors du plan médian longitudinal vertical du train, au moins un, et de préférence plusieurs organes d'amortissement (28) placés symétriquement par rapport au plan médian longitudinal, sont disposés entre (chaque) unité formant voiture (2) et (chaque) unité de transport (5).
  15. Train articulé selon l'une des revendications 1 à 14, caractérisé en ce qu'au moins une unité de transport (5) est réalisée sous la forme d'un portique, la partie supérieure fermée du portique étant alors conçue pour le transport des personnes et des conteneurs à marchandises (8) pouvant être fixés sous ce portique.
  16. Train articulé selon l'une des revendications 1 à 15, caractérisé en ce que la zone de passage entre une unité formant voiture (2) et une unité de transport (5) est fermée extérieurement par un soufflet (7) rempli de gaz, qui se trouve sous une légère surpression.
  17. Train articulé selon la revendication 16, caractérisé en ce que le soufflet présente des plis.
  18. Train articulé selon la revendication 16 ou la revendication 17, caractérisé en ce que les parties mobiles l'une par rapport à l'autre (2, 5) présentent un évidement (30) s'élargissant intérieurement, et le soufflet gonflé (7) s'étend dans la zone élargie (30a) de l'évidement et tient ainsi, sans autres moyens de fixation, dans l'évidement (30).
  19. Train articulé selon l'une des revendications 16 à 18, caractérisé en ce que le soufflet comporte plusieurs chambres, qui sont remplies au moins en partie d'air comprimé.
  20. Train articulé selon la revendication 19, caractérisé en ce que des lignes pilotes ou des canalisations d'air vont d'une unité à l'autre en passant à travers au moins une chambre, de préférence non remplie d'air comprimé.
EP94103907A 1993-03-25 1994-03-14 Train articulé Expired - Lifetime EP0616936B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT59893 1993-03-25
AT598/93 1993-03-25

Publications (2)

Publication Number Publication Date
EP0616936A1 EP0616936A1 (fr) 1994-09-28
EP0616936B1 true EP0616936B1 (fr) 1997-01-29

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP94103907A Expired - Lifetime EP0616936B1 (fr) 1993-03-25 1994-03-14 Train articulé

Country Status (5)

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EP (1) EP0616936B1 (fr)
AT (2) ATE148406T1 (fr)
CZ (1) CZ286378B6 (fr)
DE (1) DE59401674D1 (fr)
HU (1) HU217284B (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106428063A (zh) * 2016-10-31 2017-02-22 中车株洲电力机车有限公司 动力集中型动车组端部通道
EP2792568B1 (fr) 2013-03-15 2019-02-27 Bombardier Transportation GmbH Véhicule sur rails en plusieurs parties

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0631917B1 (fr) * 1993-07-01 1998-09-02 Siemens SGP Verkehrstechnik GmbH Véhicule ferroviaire
DE4442368C2 (de) * 1994-11-29 1999-10-28 Talbot Gmbh & Co Kg Doppelstock-Schienenfahrzeug
NL1003160C1 (nl) * 1996-05-20 1997-11-21 Nikolaas Huibert Cornelis Egbe Treinconfiguratie.
FR2912364B1 (fr) * 2007-02-09 2014-07-04 Alstom Transport Sa Automotrice de transport de passagers
FR2912717A1 (fr) * 2007-02-16 2008-08-22 Alstom Transport Sa Procede de fabrication d'un sous-ensemble de rame de transport de voyageurs, sous-ensemble et rame correspondants et familles de sous-ensembles et de rames
FR2937940B1 (fr) * 2008-10-30 2014-06-06 Alstom Transport Sa Automotrice de transport de voyageurs
EP2335993B2 (fr) 2009-12-18 2021-08-04 Bombardier Transportation GmbH Rame de train à grande capacité de passagers
PL2345566T5 (pl) * 2010-01-19 2020-07-13 Bombardier Transportation Gmbh Mocowanie siedzenia pasażerskiego do pojazdu
CN102795230B (zh) * 2012-09-11 2015-02-25 南车株洲电力机车有限公司 一种以动力单元为基础的电力机车组
GB2517922B (en) * 2013-09-04 2015-08-12 Hitachi Ltd Train set
FR3047715B1 (fr) * 2016-02-11 2019-06-21 Alstom Transport Technologies Vehicule ferroviaire comprenant deux voitures et un passage d'interconnexion comprenant chacun deux niveaux
DE102018106961A1 (de) 2018-03-23 2019-09-26 Bombardier Transportation Gmbh Modulares System zur Bildung eines Schienenfahrzeuges und Schienenfahrzeug

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DE1142894B (de) * 1957-05-14 1963-01-31 Goerlitz Waggonbau Veb Schienengliederzug
BE639836A (fr) * 1962-11-13
FR1539860A (fr) * 1967-08-07 1968-09-20 Atel Const Nord De La France Véhicule ferroviaire
DE2817739A1 (de) * 1978-04-22 1979-10-31 Vetter Walter Gmbh & Co Balg zur verbindung von zwei aneinander angelenkten fahrzeugen
GR1000703B (el) * 1989-08-21 1992-10-08 Schindler Waggon Σκελετός δια όχημα με χαμηλό δάπεδο.
GB9020514D0 (en) * 1990-09-20 1990-10-31 Powell Duffryn Standard Ltd Railway vehicles
DE4130609A1 (de) * 1991-09-14 1993-03-18 Abb Henschel Waggon Union Niederflur-stadtbahnwagen

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2792568B1 (fr) 2013-03-15 2019-02-27 Bombardier Transportation GmbH Véhicule sur rails en plusieurs parties
CN106428063A (zh) * 2016-10-31 2017-02-22 中车株洲电力机车有限公司 动力集中型动车组端部通道
CN106428063B (zh) * 2016-10-31 2018-06-22 中车株洲电力机车有限公司 动力集中型动车组端部通道

Also Published As

Publication number Publication date
HU217284B (hu) 1999-12-28
HU9400849D0 (en) 1994-06-28
CZ286378B6 (cs) 2000-03-15
DE59401674D1 (de) 1997-03-13
AT469U1 (de) 1995-11-27
EP0616936A1 (fr) 1994-09-28
CZ67794A3 (en) 1994-10-19
ATE148406T1 (de) 1997-02-15
HUT70606A (en) 1995-10-30

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